OBJECT OF THE INVENTION The object of the invention falls within the technical field of the arrangements of signaling or lighting devices on cycles. More specifically, this document discloses an integral lighting and safety device, conceived to be attached on a bicycle frame in order to provide such bicycle with signaling and illuminating means therefore improving the safety of a user.

BACKGROUND OF THE INVENTION

In the field of vehicles, the term primary safety, also known as active safety, refers to those safety systems that are active prior to an accident. This has traditionally included non-complex systems such as a good visibility from the vehicle, but nowadays it also encompasses highly advanced systems such as anti-lock braking systems or electronic stability controls.

On the opposite, the term secondary safety, or passive safety, refers to all those safety systems which are active during an accident, such as seat belts, or airbags.

Among all vehicles, bicycles are the less liable to provide a protection to an individual user, due to their lack of bodywork or any other protecting means such as bumpers or safety belts.

Therefore, any safety system conceived for bicycles must be based on the in- advance principles established for active safety systems, i.e. noting the presence of the bicycle, as well as signaling its movements, more specifically turning and braking movements, with the purposes of avoiding those accidents happening when the bicycle and its users are not viewed by the rest of the road users, including pedestrians, especially in low ambience light or nighttime situations.

The present state of the art includes disclosures regarding safety systems for bicycles, being those systems comprised by light sources, generally LEDs, noise emitters, such as bells, or laser lights, capable of projecting a beam or an image onto a road surface.

DESCRIPTION OF THE INVENTION

The integral lighting and safety device for bicycles comprises a front assembly and a rear assembly, respectively attached to the bike through a front and a rear mount, as well as a control pad, through which the whole device is operated by a cyclist. To improve the effectiveness of the device, this control pad is located in the handlebar. The device does not comprise wires or any connection to the brakes head nor between the assemblies and the pad.

Both front and rear assemblies comprise a framework with an external surface on which rear side is attached a metal plate. This framework determines a housing that contains a set of amber LEDs, set by the control pad, that indicate the turning direction of the bicycle, a headlamp light that adapts to the speed of the cyclist and to the darkness of the environment, a photosensitive module, a radio frequency module, a magnetic switch, namely a reed switch, an accelerometer module, a microprocessor and a power supply line. The headlamp position light is white for the front assembly, being red for the rear assembly.

In a preferred embodiment of the device, each assembly also comprises an internal frame which houses the lenses of the headlamp lights.

The control pad, with a microprocessor housed inside, can be attached anywhere in the handlebar of the bicycle thanks to a rubber band. It consists of a series of buttons, namely a left button, a right button and a central-lower laser light button. Also, when the amber lights are blinking, the left and right buttons incorporate a led that blinks too, so the cyclist knows on which direction are turning lights blinking to. In case of low battery, said led turns on with a different cadence in order to indicate the need of loading battery. It is also foreseen the incorporation on the control pad of a button for the regulation of headlamp light ^' s brightness.

The front white headlamp light is capable of adapting its light emission to the speed of the cyclist and to the darkness of the environment. When the bicycle starts being in movement, the accelerometer module sends signals to the control pad of the system. The control pad, through its microprocessor, notifies the front assembly microprocessor and switches on the front light headlamp leds.

The rear assembly also includes a gyroscope module that, combined with the accelerometer, is able to detect deceleration of the bicycle. When a deceleration is detected, the whole set of position red led lights switches on or, in case it is already on, increases its luminous intensity in comparison to the normal position intensity, therefore indicating such deceleration to the rest of the road users. The accelerometer module is calibrated to avoid activating the deceleration led when the decelerations detected are not longitudinal to the bike. i.e. jumps and turns. The accelerometer module of the rear assembly keeps updating the front assembly with the velocity of the bicycle through the control pad. With the input of the velocity of the bicycle and the input of the photosensitive module, the microprocessor is capable of adapting the intensity of the front assembly headlamp leds. The darker the environment is and the faster the bicycle moves, the more intense the front assembly headlamp leds bright. In full daylight conditions, the front assembly headlamp leds do not bright at all, independently of how fast the bicycle moves. Also the rear light has a red position light that adapts to the speed of the cyclist and to the darkness of the environment.

In this case, when the bicycle starts being in movement, the accelerometer module notifies the rear light microprocessor and the microprocessor switches on the rear light position leds. The accelerometer module of the rear light keeps updating the microprocessor with the velocity. With the input of the velocity of the bicycle and the input of the photosensitive module located in the rear light, the microprocessor adapts the intensity of the rear light position leds. The darker it is and the faster the bicycle moves, the more intense the front rear light position leds bright. In full daylight conditions, the rear light position leds do not bright at all, independently of how fast the bicycle moves.

The control pad and front and rear assemblies are also equipped with modules that enable a radio-frequency communication between them. This communication is bi-directional in both links (control pad - rear assembly and control pad - front assembly) in order to ensure that the data has been sent. This bidirectional communication allows switching on the amber turning leds only when the lights are actually blinking.

When the user presses a left button in the control pad, the left turn indicator leds switch on cumulatively from right to left. When all the left turn indicator leds are switched on, they all switch off and the process restarts. The timing since the first led switches on until all they switch off is between 200 and 400 milliseconds. When the user presses the left button again, all the left turn indicator leds of both assemblies are switched off. In case the left button is pressed again, the process will be restarted again and the first led switching on will be the one located closer to a central axis of the assembly. This process is equivalent when the user presses the right button.

Also, once the user has pressed the left button and left turn indicators are blinking, if user presses right button, left turn indicators stop blinking, while right turn indicators start blinking at the same time. This feature improves the usability of the device.

The rear assembly also hosts a laser module that projects a circumference arc around the rear part of the bicycle. This projection intends to indicate a safe space for the bicycle that needs to be respected by other vehicles in the road. The laser is switched on and off from a lower button of the control pad. In the first preferred embodiment of the device, the laser module has a 520nm green wavelength and an exterior power output of less than 5mW power output, and is located with a -49° angle in respect to the vertical axis of the assembly. In a second preferred embodiment, the laser module has a 650 nm red wavelength.

To activate the laser module, the user presses the central lower button of the control pad. Then, the radio frequency communication module of the control pad communicates the rear assembly microprocessor that the laser module needs to switch on. When activated, a laser source projects a green laser point light, which impacts the center of a line lens, also located in the rear assembly, which forms a -4° angle with the vertical axis of the assembly. Consequently, the laser point impacts the center of the line lens with an angle of 45°.

Due to this angle, the line lens projects a circumference arc to the ground. When the bicycle is vertical, forming an angle of 90° with the floor, or when the saddle to which the rear assembly is attached is at approximate 87.5 cm height, or in case the saddle characteristics allow the assembly to be placed so that its horizontal axis meets the horizontal axis of the floor, the circumference arc projected counts with a radius of approximately 75 cm, the arc projected is of approximately 150°, and the center of the circumference is in the projection of the laser point to the ground.

As explained above, the dimensions of the circumference arc are subject to the height of the saddle, the position of the horizontal of the Assembly in respect to the horizontal of the floor, and the angle of the plane of the bicycle and the floor. It is critical that the laser point impacts the lens in the center; otherwise the sharpness of the line is reduced.

In a preferred embodiment, the laser module and the line lens are housed in the internal frame of the assembly. Preferred lens is an optical glass cylindrical line lens with a 1 10° divergence angle.

In comparison to already existing devices which comprise two laser lines parallel to the trajectory of the bicycle, similar to a lane, the circumference arc system is significantly more visible to a car driver overcoming a cyclist. Indeed, the two laser lines are perceived as two points when seen from a lower point, but the arc is perceived as a line, therefore increasing the visibility of the projected beam. In addition, it still indicates the space needed to be respected by the car, as the width of projection is equivalent to the two lines system. Moreover, it creates a more visible laser effect using only one laser source instead of two, what makes the product cost more affordable, and thus, the product more accessible and more impactful.

Considering that line projecting lenses are significantly cheaper and more standard than circumferences projecting lenses, this feature would be a key, while it ^' s not necessary to use a circumferential or semi-circumferential lens. In order to build a safer device, it is also foreseen the use of the accelerometer to detect the position of the assembly in respect to the bike, in order to prevent the activation of the laser beam in case said assembly is not arranged on its position, therefore avoiding accidental impacts of the laser beam into user ^' s eyes.

Front and rear mounts comprise a frame through which they are physically attached to the bike on its front and rear sides, as well as a housing, on which front and rear assemblies are linked through a magnet that attracts the metal plate attached to assembly ^' s framework rear side. Mounts are non-symmetrical so that respective assemblies cannot be introduced 180° twisted, which would indicate a turn direction in a direction opposite to the desired. Front mount is attached to the handlebar of the bicycle, preferably through a screw. Rear mount might be attached to the tubes of the saddle, to the rack or to a basket.

The device also includes magnetic switches, namely Reed switches, which automatically switch on each of the assemblies when they are linked to their respective mounts, therefore avoiding the need of buttons to switch the device.

The Reed switch detects the presence of an electromagnetic field and is activated; then the assembly leaves a stand-by function and laser and light can be turned on. In turn, when this magnetic field disappears, i.e. when the assembly is detached from its mount, being their respective plate and magnet separated from each other, due to the magnetic-mechanic nature of the Reed switch the power supply is immediately cut off, starting therefore the assembly a stand-by function wherein lights and laser are turned off.

Contrary to other switches, such as Hall-effect sensors, the Reed switch acts as a passive sensor which does not need energization that does not need to be energized while being purely mechanic. On the presence of a magnetic field, a pair of connectors existing on its interior approach and establish a contact between them, therefore avoiding the current to flow up to the assembly ^' s microprocessor. This electric signal is processed by the microprocessor in order to switch on/switch off the assembly.

As Hall-effect switches are active sensors, they must be permanently feed, therefore consuming energy even while not being in use. Although their working principles are essentially similar to those of Reed switches, transmitted electric signal is proportional to the magnetic field force, therefore needing a transduction of the electric signal to adapt it to the levels accepted by the microprocessor.

Reed switches let allow a direct flow of the signal up to the microprocessor, avoiding the need of a transductor. They also do not consume energy while being active, nor while being inactive, making them therefore as the most convenient switches for the device.

Both front and rear assemblies also have a micro USB input that allows them to be charged with the computer, or with any other charger providing max 5 V. Whenever the assembly is magnetically connected with a mount, or when it starts being charged, it displays for a limited short time lapse the remaining level of battery, which is represented by a percentage of amber leds switched on of the left turn indicator leds and right turn indicator leds.

Furthermore, when an assembly is connected to the USB port to be charged, it will also display the battery level, but this time in a periodical fashion, so the user can see what is the level of the battery at any time while charging. The battery level is measured indirectly, sensing the voltage that it has and mapping that voltage to a percentage using the charge curve provided by the manufacturer.

In the preferred embodiment, the assembly incorporates an integrated 3200 mA, 3.6 nominal V Lithium-Ion batteries, and the control pad incorporates a removable 3 V coin cell battery.

DESCRIPTION OF THE DRAWINGS

To complement the description being made and in order to aid towards a better understanding of the characteristics of the invention, in accordance with a preferred example of practical embodiment thereof, a set of drawings is attached as an integral part of said description wherein, with illustrative and non-limiting character, the following has been represented:

Figure 1 .- Shows a perspective view of the rear assembly of the device attached to saddle.

Figure 2.- Shows an exploded view of the rear assembly.

Figure 3.- Shows a lower perspective view of the internal frame.

Figure 4.- Shows an upper perspective view of the internal frame.

Figure 5.- Shows a front view of the internal frame. Figure 6.- Shows a schematic view of the arc projected in the rear side if the bicycle, with a detail of the arrangement that allows such projection.

Figure 7.- Shows a perspective view of the front assembly attached to a handlebar.

PREFERRED EMBODIMENT OF THE INVENTION

The integral lighting and safety device for bicycles is intended to be attached on a bicycle to provide it with illumination means to improve its visibility to all users of a road, therefore improving safety for both the bicycle and the rest of the users. With that main purpose, the device comprises a rear assembly (1 ), a rear mount (2) and a control pad, not shown in the set of drawings. The preferred embodiment disclosed hereinafter also includes a front assembly (3) and a corresponding front mount (4).

The rear mount (2), to which the rear assembly (1 ) is magnetic and temporarily attached, is physically linkable to a rear side of the bicycle, namely to a saddle, by means of a pair of screws, as shown on figure 1 . This rear mount (2) comprises a housing wherein a first magnet is fixed, to establish a magnetic attachment with a corresponding second magnet in turn fixed to the rear assembly (1 ). The front mount (4), to which the front assembly (3) is magnetic and temporarily attached, is physically linkable to a front side of the bicycle, namely to the handlebar, by means of a screw, as shown on figure 7. This first mount (4) comprises a housing wherein a third magnet is fixed to establish a magnetic attachment with a fourth magnet in turn fixed to the front assembly (3).

In the preferred embodiment described herein the rear assembly (1 ) comprises a framework (5), which delimits an internal housing on which an internal frame (6) is located. Said internal frame (6), shown on figures 3 to 5, comprises a rear vertical surface (7) to which the lenses (7) of a plurality of light sources are attached. In turn, the vertical surface (7) of the internal frame (6) comprises a crosswise housing (9) with an inclination of -49° in respect of the vertical surface (7) as shown on figure 6. A lower window (10) connected with a lower extreme of the crosswise housing (9) is also defined on the internal frame (6), being this lower window (10) in turn oriented with an inclination of -4° in respect to the vertical surface (7).

Light sources comprise in turn turning indicators, to indicate a turning direction of bicycle, as well as a headlamp light, to indicate the position of the bicycle. In this embodiment, turning indicators comprise a series of LEDs, as well as the headlamp light projects a white beam and is capable of adapting its brightness to the darkness of the environment, by means of a photosensitive module also comprised in the rear assembly (1 ).

The device also comprises a laser module (1 1 ), housed in the rear assembly (1 ), for projecting a laser light into a road surface, in order to advice of the presence of the bicycle to the rest of the road ^' s users. With that purpose, the laser module (1 1 ) comprises a single laser source (12), housed in the crosswise housing (9) of the internal frame (6), as well as a single line lens (13), in turn housed in the lower window (10), as schematically shown on figure 6. The line lens (13) comprises a flat side and a grooved side. When housed in the lower window (10), the grooved side is pointed to the laser source (12), while the flat side is pointed outwards the rear assembly (1 ).

Such arrangement of the laser module (1 1 ) in the internal frame (6) of rear assembly (1 ) results in the transformation of a line light emitted by the laser source (12) into a beam having a circumference arc shape projected into the road surface of the bicycles rear side after crossing the line lens (13). Above- mentioned respective inclinations of the crosswise housing (9) and the lower window (10) give as a result a 150° circumference arc with an approximate radius of 75 cm. The rear assembly (1 ) further comprises an accelerometer to measure a proper acceleration of the bicycle, and a gyroscope to measure the orientation of the bicycle.

Front assembly (3), which is comprised in this preferred embodiment, also comprises same light sources as rear assembly (1 ), namely turning indicators and a headlamp light.

Both rear (1 ) and front (3) assemblies also comprise respectively a printed circuit board, a microprocessor, a rechargeable battery and a power supply line, as well as a Reed switch that manages said power supply line.

Rear assembly (1 ) further comprises a first radio frequency module, while front assembly (3) includes a second radio frequency module. First and second radio frequency modules are connected to a third radio frequency module located in the control pad, which allows a wireless management of front (3) and rear (1 ) assemblies from the control pad.